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CHAPTER 7

THEATER TRANSPORTATION DISTRIBUTION

Section I. Theater Distribution and Movement Control

7-1. INTRODUCTION. Theater distribution involves a fully integrated distribution management system that uses technology, organizations, doctrine, and procedures to enhance distribution operations. Effective distribution management coordinates the various subelements of the following distribution equation: the transportation elements of movement control, mode operations, and terminal and cargo transfer operations along with materiel management and supply support. Movement control is critical to developing the distribution plan. Establishing movement control interfaces throughout the distribution structure, movement programming, and highway regulation are all critical to ensuring success of the theater distribution plan.

7-2. THEATER DISTRIBUTION PLAN. Developing the theater distribution plan is one of the major tasks of the TSC to support the theater commander's intent and concept of operation. The theater distribution plan fuses transportation and materiel into a holistic system. The plan encompasses RSO&I and sustainment operations. Figure 7-1 provides a schematic of theater distribution planning considerations. The distribution system is a complex of networks, facilities, procedures, arrangements, and units. The unit's responsibility is to receive, store, maintain, issue, and move materiel, personnel, and equipment.

a. Theater Distribution System. The distribution system functions along LOCs that take into account transportation assets, geography of the theater, and the area of operations. Throughput is a function of the transfer capacity of key nodes along the LOC. Nodes are locations where a materiel or unit movement requirement is originated, processed for onward movement, transferred to another transport node, or terminated. Nodes consist of the following:

Airports. River terminals Sea ports and instream offload Railheads SAs.

TTPs. SSAs. Storage activities. ASPs

Node and LOC security are essential to an effective distribution plan. The distribution system takes into account the geography of the theater and the area of operations: available road networks and aerial and sea ports. The distribution system functions along several LOCs to support the commander's concept of operation. The distribution system consists of transportation, supply, ammunition, and multifunctional units. Personnel and medical logistics units are not depicted, but they are also part of the distribution system. Nodes depicted for materiel and ammunition movements include the following:

SPOD. APOD. SSA. TSA. CSA.

ASP. DSA. BSA. Hub.

The hub is a distribution terminal where materiel may be shipped to SSAs or other nodes as required. The hub can act as a receiver, temporary storage, distribution, documentation, and redirect center. Materiel may also bypass various nodes or throughput to using units.

Figure 7-1. Theater Distribution Schematic

b. Movement Control Interface. An effective distribution system requires continuous coordination at every command level. This coordination is between materiel and movement control personnel and organizations.

7-3. MOVEMENT PROGRAM DEVELOPMENT. The movement program is used to preplan both known and anticipated transportation requirements for reception, onward movement, and sustainment. It is a command directive prepared by planners in the MCA, MCB, and MCO. These planners must coordinate with the following:

• ASCC coordinating staff DCSLOG/G4.
• TSC DMC and support operations staff.
• COSCOM DMC and support operations staff.
• MMC.
• DCSOPS.
• Mode operators to plan an integrated transportation system.

During the planning process, movement planners allocate available transportation resources to support requirements based on the commander's priorities.

Implementing the commander's priorities is a responsibility of logisticians at each level of command. The movement program supports the commander's priorities by establishing what requirements can be resourced given available transportation assets, units, and infrastructure. Doing this effectively uses these assets and identifies competing requirements and shortages.

An effective movement program is vital for successful support of combat operations. It also relies heavily on the accuracy of data provided by supported units. Movement planners must be flexible because requirements often change based on changes in priority, unit locations, asset availability, and conditions of the LOCs. Therefore, supporting movement plans should have fully developed alternatives based on likely courses of action. The MCA's movement control battalions and the Corps MCB must also be resourced with sufficient MCTs and communications equipment to provide adequate movement control and operational flexibility.

The movement program serves as an authority to commit transportation assets. It authorizes the MCTs to issue TMRs, directs mode operators to furnish assets, and alerts receiving units to accept programmed shipments so that they can unload transportation assets promptly. There are seven basic steps used to develop a movement program. These steps are as follows:

• Step One. Assess the distribution plan.
• Step Two. Determine requirements.
• Step Three. Determine transportation capabilities.
• Step Four. Balance the requirements against the capabilities.
• Step Five. Determine shortfalls, critical points, and recommended solutions for handling the shortfalls.
• Step Six. Coordinate the program.
• Step Seven. Publish and distribute the program (the movement program may be issued in extract form).

7-4. PREPARING THE PORT CLEARANCE PROGRAM. The port clearance program is part of the theater movement program. The MCA begins preparing the port clearance program as soon as it receives advance manifest data from the CONUS ports, terminal units, or other ports of origin. Once the manifest (what is actually on the ship or plane and where stowed) is available, the port MCT does the following:

• Programs actual transportation assets to provide onward transportation, based on anticipated arrival date.
• Activates line numbers and/or programs.

The port MCT coordinates through movement control channels the status of program execution.

The MCA provides input to the terminal port commander if diversion is required. The MCA makes recommendations based on the following:

• Cargo destinations.
• Available port capacities, capabilities, and workload.
• Capacities and projected workload for the various modes and segments of the transportation network.

A close working relationship between the MCA and MMC is required to program and expedite moving nonunit equipment and supplies; especially those shipped in containers.

7-5. ASSESSING THE DISTRIBUTION PLAN. The distribution plan is a complete logistics picture that shows the locations of the entire logistics infrastructure. It is the tool by which planners know where support should normally flow and where it may be diverted as operational needs dictate. The distribution plan constantly evolves as the theater develops. The commander guides the development of the distribution plan. He also develops the concept of operation. The concept of operation consists of supporting the units already in theater and those that are arriving. The distribution plan delineates throughput and internal transportation requirements directly affecting the coordination and preparation of movement programs.

Movement planners use the distribution pattern to develop the transportation network. The network consists of the complete system of routes pertaining to all modes of transportation available in the theater. Movement planners study intelligence and engineer information on the AO to determine the capabilities of transportation networks. They also analyze the enemy situation to determine existing or potential threats to movement. Concurrently, they determine the suitability and feasibility of moving supplies and personnel over those transportation networks. Based on these studies, movement planners recommend locations for transportation units and modes to make full use of the transportation networks.

Movement planners in the MCA/Corps MCB coordinate with the TSC/COSCOM regarding the positioning of transportation units and supply activities. These units are positioned so that their capabilities will enhance the distribution system.

Movement planners also coordinate with shippers and receivers to determine their capability to receive, handle, and load by various transportation modes. This capability is based on the availability of MHE, CHE, ramps, labor, storage capacity, and other factors that affect transportation services. This information is necessary to efficiently schedule transportation and prevent congestion.

An effective movement program is vital for successful support of combat operations. Therefore, supported units must provide accurate data when developing transportation requirements and inform movement planners of current and projected operating sites.

7-6. DETERMINING REQUIREMENTS. Having accurate requirements is the key to developing an effective movement program. Forecasts must be submitted far enough in advance for the transportation and supply systems to adjust their resources to carry out the program.

Movement planners use planning periods for forecasting requirements. The length of these periods is based upon the number and rapid changes experienced or anticipated. The availability of an integrated information system that integrates movement and supply information increases the accuracy of forecasts. It also allows for more accurate movement programming.

Materiel movement requirements are developed and grouped in terms of classes of supply, estimated weight and cube, RDD, origin, and destination. Special handling requirements such as refrigerated cargo, hazardous cargo, and controlled/sensitive cargo should also be identified.

Major subordinate commands must provide their movement requirements that exceed organic transportation capability for inclusion in the movement program. Personnel movement estimates are grouped by category such as troops, civilians, patients, prisoners of war, and so on.

7-7. DETERMINING CAPABILITIES. Movement planners at each command level determine the capabilities of the transportation mode operators in their AO. They obtain from mode operators the characteristics and capabilities of the following:

• Number of transportation units and their equipment available to support common-user movement requirements.
• Total number of HN transportation assets allocated to support common-user movement requirements (include rail, inland waterways, and coastal shipping if available and feasible).
• Number of third country and US-contracted assets.
• Reception, material handling, and in-transit storage capabilities.
• Communication capabilities (MCT to MCT, MCT to customer, and so forth).

Theater airlift and airdrop may be planned for if the JTB or JMC apportions assets for logistics air movement operations to the theater. The TSC will allocate apportioned airlift based on command priorities. Movement planners should realize that requirements normally exceed allocated airlift. They should also take advantage of opportune lift. Movement planners must also update capabilities with changes as they occur and adjust movement programs accordingly.

When developing motor transport capabilities, planners must use planning factors or experience based on the type of equipment, availability of MHE and CHE, weather, and terrain. Planners should obtain planning factors from mode operators or from FM 55-15.

7-8. BALANCING REQUIREMENTS AGAINST CAPABILITIES. Balancing requirements against capabilities determines whether the available mode assets will support movement requirements. As a result of this step, movement planners determine the workload for each mode and segment of the transportation network. They should not limit this process to simply programming the use of available transportation capability. Planners must also consider command relationships and geographic AOR.

Movement planners must assign requirements against all capabilities in a logical manner. They must not only consider the capabilities but also the total transportation network, the tactical situation, the priority of movement, and the risk of failure. For example, if a critical shipment must move into an area that is accessible by multiple road routes, but only one rail route, it would be wise to program the movement by motor transport. The rail segment could make less critical movements. Planners must consider the following workload requirements:

Direct shipments. Multistops.

Retrograde Intermodal shipments.

If planners identify transportation shortfalls, they will plan movement according to command priorities and the transportation priority of the shipment. The remainder will be adjusted and these adjustments will be coordinated with the shipper, receiver, materiel managers, and logistics staffs.

7-9. DETERMINING CRITICAL POINTS. Movement planners must identify critical points where restrictions could slow down or stop movement. Critical points include the following:

Facilities Terminals. Ports. Railheads.

Bridges. Tunnels. Congested highways Cargo transfer points.

Congested critical points will limit the efficiency and effectiveness of the entire transportation network.

After identifying the critical points, planners determine alternative plans or control measures that could reduce or eliminate the risk of congestion. The MCB will place movement regulating teams on the ground where the problems are expected so they can respond before delays congest the system. They should also coordinate with the engineer, MP, and air defense artillery support where necessary.

7-10. SCHEMATICS PROGRAMMING. Schematics may be used to assist movement planners when balancing requirements and capabilities. Their purpose is to graphically portray total shipping requirements and available transportation capabilities as they relate to the distribution plan. Planners use two types of schematics (requirements and mode).

a. Requirements Schematic. Prepare a requirements schematic as shown in Figure 7-2. Prepare the schematic as follows:

• Draw and circle origin and destination points obtained from movement requirement forecasts.
• Connect each point with lines and arrows showing direction of movement.
• List the daily shipping requirements between each origin and destination point. The requirements list the classes of supply, the tonnage, and the movement program line number.

b. Mode Schematic. Prepare a mode schematic (see Figure 7-3) for each available mode. Prepare the schematic as follows:

• Draw mode origin and destination nodes and connect with lines. Connect the lines whether or not the current program requires movement on a segment.
• Note the mode capacity on the outside of the lines. Mode capacity can be expressed as follows:

• Rail and air as total daily tonnage capacity between major terminals.
• Motor transport as the daily ton-mile capacity in a particular area or as segments of a line-haul operation.

• Select and allocate a mode for each shipping requirement (program line item). Consider the capability for the largest requirements moving the longest distance.
• Evaluate movement priorities and shipment characteristics based on the full capability of each mode.
• Assign program line numbers to each mode and list them between the nodes as class of supply, tonnage, and the movement program line number.

Figure 7-2. Requirements Schematic

Included in the movement program is a MSR checkpoint list (Figure 7-4). It provides ready reference data about the MSR network such as checkpoints, link numbers, feeder routes intothe MSR, and distances. Movement control personnel and customers can use this information to identify what path to use from origin to destination and to identify segment numbers for use in requesting movement bids and receiving movement credits.

Figure 7-3. Mode Schematic (Highway)

Figure 7-4. MSR Checkpoint List

7-11. SELECTING A MODE. Movement planners use the following basic guidelines to allocate the mode of transport.

• Provide service according to command and transportation priority. Other factors such as shipment characteristics, security requirements, and political considerations are also evaluated.
• Whenever possible, reduce or eliminate cargo rehandling, avoid crosshauls, and plan for backhauls.
• Allocate all available transport equipment necessary to fulfill known requirements.
• Use the most efficient mode for the complete movement or as far forward as possible (see Table 7-1).

Table 7-1. Mode Selection Guide

ORDER OF ECONOMY	MOST EFFECTIVE USE	CAPABILITIES	LIMITATIONS
Pack animals and human bearers	Supplementary mode to extend surface transportation net over terrain impassable to other modes.	All tactical terrain, all weather conditions. Pack animals can transport about 250 pounds per pack animal. Human bearer can transport about 80 pounds subject to pack configuration.	Most inefficient means when terrain is trafficable to other surface modes. Human bearers most wasteful of human resource.
Pipeline	Primary mode for bulk liquids and solids suspended in liquid.	All weather conditions; few terrain restrictions; most economical and reliable mode for bulk liquids; relatively few personnel required for operation and maintenance.	Flexibility limited by immobile facilities: vulnerable to sabotage and enemy action; large construction tonnages required.
Water	Primary over-ocean mode. Inland surface mode for moving large quantities of cargo.	All weather conditions; any commodity; most economical overall long-distance carrier; particularly useful for relieving other modes to more suitable employment.	Relatively slow; flexibility limited by adequacy of waterways, facilities, and channels; vulnerable to enemy action and difficult to restore. Inland waterways are also subject to flooding and freezing.
Rail	Primary inland mode for sustained flow of large quantities of traffic over long distances.	All weather conditions; any commodity; most economical continuous line-haul operations; greatest sustained ton-mile capability; variety of specialized equipment and services.	Flexibility limited by fixed routes; rail-line clearances restrict outsize movements; capability limited by availability of tractive power; rail line highly vulnerable to enemy action.
Motor transport	Supplementary mode for making possible an integrated transportation system. Effective in scheduled line-haul operations by the trailer-relay system: primary mode for distribution operations and logistical support operations in a CZ.	Most flexible mode over trafficable terrain; practically all weather conditions (terrain factor important); increases flexibility of other modes; can transport nearly any commodity with a variety of specialized equipment for both on- and off-road movement.	Over-the-road operations affected by route interference and obstacles created by weather, terrain, or enemy action; sustained line-haul operations over long distances; uneconomical in terms of ton-mile output versus expenditure of manpower and equipment.

 

Table 7-1. Mode Selection Guide (continued)

ORDER OF ECONOMY	MOST EFFECTIVE USE	CAPABILITIES	LIMITATIONS
Army Air (Helicopter)	The most costly Army mode for the movement of supplies. Becomes the primary mode of transport when all others are ineffective because of limitations or physical restrictions. Used to move only those high-priority items and critically needed supplies as determined by mode managers.	All terrain. Effective over short distances (less than 40 km for external loads). Helicopter can use unimproved PZ and LZ during external lift operations. Capable of lifting nearly any load that can be safely rigged and that is within the weight limitations of the helicopter. CH47 helicopters are capable of using Air Force 463L pallets and standard NATO warehouse pallets when they are equipped with the helicopter internal cargo handling system.	Operational capabilities limited by weather. Restricted flights in snow conditions and thunderstorms. Freezing levels above surface may limit capabilities. Aircraft capabilities limited by cargo load weight, cargo hook limits, or cargo door sizes. Aircraft availability may be affected by flying hour program or crew rest requirements. Internal cargo loading may require MHE.
Air: Army Air Force	Complementary mode for expediting movement of mission-essential traffic; primary or major supplementary mode when terrain reduces effectiveness of surface modes; scheduled operation is most economical method of employment and produces greatest sustained ton-mile capability.	Greatest potential speed of delivery; most flexible with respect to terrain obstacles; economically more favorable (when these factors are combined with substantial lift capability and air transport over long distances). Capabilities are: heavy drop, container delivery system, low altitude parachute extraction system, air land, adverse weather aerial delivery system, and aerial bulk fuel delivery system.	Operational capabilities and effectiveness limited by climate and trafficability of takeoff and landing areas; high ton-mile operating costs.

 

7-12. COORDINATING. The movement program must be coordinated with movement planners and distribution managers at each command level during its development and also afterwards to ensure integrated planning and coordinated execution. It also requires coordination with operations, supply, MP, engineer, and air staffs so that each one knows its responsibilities during execution.

Movement control organizations distribute the completed movement program to each command level for comment and concurrence. During this phase, the program is used to facilitate planning and to show the evolving distribution plan and projected transportation activity. However, it does not authorize shipments to take place. It becomes a directive once it is approved by the DCSLOG or G4.

7-13. FORMATTING A MOVEMENT PROGRAM. During the planning process, planners assign each movement requirement a movement program line number. This line number is used to identify the requirement and provide additional information throughout the development of the movement program. Figure 7-5 is a sample of a movement program for passenger movement. Figure 7-6 is a sample of a movement program for a cargo movement. The movement program planning process can also be used to identify and plan for the expected arrival of units into the theater. Information in the format includes the following:

• Program line number.
• Class of supply, subclass, and commodity code (MILSTAMP).
• Estimated weight (short tons and cube).
• Nomenclature.
• Origin and destination by UIC/DODAAC and map coordinates.
• Transportation priority, selected mode, and RDD by Julian date. (Designate the type of container with the mode code if required.)

When programming personnel, list them as troops, patients, civilians, or enemy prisoners of war.

Figure 7-5. Sample Movement Plan (Personnel)

Figure 7-6. Sample Movement Plan (Cargo)

The remarks column should be used to identify characteristics for items requiring special handling. For example, the remarks column could include the dimensions of outsize/overweight equipment. Other examples include items requiring special handling such as controlled temperature, controlled environment, hazardous cargo, or cargo security.

The MCA compiles activity address files for units in the theater (Table 7-2). These files list in-the-clear unit locations and points of contact. Therefore, these files must be designated as classified documents and must be safeguarded. The MCA provides a copy of each file to subordinate movement control units. These subordinate units also compile activity address files for units in their geographical area and update the MCA's master file. The MCTs and MCO will accept transportation requests from those units located in their geographic AOR and also update their customer list.

The movement program planning format may also be used to develop individual movement plans. Movement plans are initial developmental stages of a movement program that support specific OPLANs. As such, these movement programs are only plans until they are executed.

 

Table 7-2. Sample Transportation Customer Alphabetical List

CUSTOMER LIST (ALPHABETICAL LISTING)
AAC	NOMENCLATURE	GRID COORD	UIC	MCT
WK4CFC	C CO 704 SIG BN AREA	NV228645	WCFCAA	793RD MCT
WK4CFD	D CO 704 SIG BN AREA	NV086625	WCFDAA	793RD MCT
WK4CFE	HHC 704 SIG BN AREA	NV399791	WCFUAA	793RD MCT
WK4CGA	A CO 705 SIG BN AREA	NV279958	WCGAAA	792ND MCT
WK4CGB	B CO 705 SIG BN AREA	NV270869	WCGBAA	792ND MCT
WK4CGC	C CO 705 SIG BN AREA	MV997883	WCGCAA	792ND MCT
WK4CGD	D CO 705 SIG BN AREA	MV982803	WCGDAA	792ND MCT
WK4CGU	HHC 705 SIG BN AREA	NV270869	WCGUAA	792ND MCT
WK4CHA	A CO 706 SIG BN AREA	NA995238	WCHAAA	791ST MCT
WK4CHB	B CO 706 SIG BN AREA	NA007067	WCHBAA	791ST MCT
WK4CHC	C CO 706 SIG BN AREA	MA859181	WCHCAA	791ST MCT
WK4CHD	D CO 706 SIG BN AREA	MV863984	WCHDAA	791ST MCT

7-14. EXECUTING THE MOVEMENT PROGRAM. To activate a movement program line number, the shipper contacts its servicing MCT or MCO and requests its line number to be activated. The MCT or MCO verifies that the program data is still valid by coordinating with the shipper. The MCT or MCO will coordinate with the receiver if positive inbound clearance is required. If command priorities change during the current program cycle and these priority changes affect program execution, movement planners will coordinate with affected shippers and receivers. Shippers or receivers should immediately contact their servicing MCT or MCO when there is a change in requirements, capabilities, or locations.

Section II. Highway Regulation Procedures

7-15. HIGHWAY REGULATION PLANNING, ROUTING, SCHEDULING, AND MANAGING. Highway Regulation consists of planning, routing, scheduling, and managing the use of highways to facilitate movements. It provides order, prevents congestion, and enforces movement priorities. The extent of regulation and control required depends upon the number of planned or anticipated movements and the capacity of the road networks. Highway Regulation requires coordination with unit movement and maneuver.

Highway Regulation is the responsibility of commanders having area jurisdiction. The Highway Regulation mission is performed by the following:

MCA and MCB in the COMMZ. MCB in the Corps rear area.

DTO in the division rear area. Brigade S4 in the brigade rear area

MCTs may also perform Highway Regulation when they are assigned a geographical AOR within the COMMZ or Corps rear area. The MCA, MCB, and DTO also monitor Highway Regulation in subordinate command areas and may regulate some of the routes based upon the tactical situation.

7-16. HIGHWAY REGULATION PLANNING. The extent of the regulation depends upon the number of moves and the capacity of the road networks. Highway Regulation is crucial when operating over underdeveloped and saturated road networks. Free-flow of traffic allows for the maximum movement of cargo and personnel. Transportation planners and operations should only use free-flow when the road network and security requirements allow.

Commanders must be sure that highway movements requirements are managed and that coordinated highway moves occur as listed in the movement program. Figure 7-7 depicts the Highway Regulation function. The planning of Highway Regulation must incorporate planned movement requirements and be flexible enough to accommodate immediate requirements.

Figure 7-7. Highway Regulation Function

Planned movement requirements are identified in advance. They are found in distribution plans, movement programs, and operation plans and orders. They involve onward movement of forces from PODs, movement of supplies and equipment, and movement of units. Immediate requirements are unplanned and based on requirements generated during the conduct of operations. They include requirements such as unit displacement, unprogrammed resupply, and evacuation. Immediate requirements are normally of a higher priority than planned requirements and must be quickly acted upon.

The goal of Highway Regulation planning is to sustain movements according to the commander's priorities and make the most effective and efficient use of the road networks. Planning is done in a logical sequence and results in the publication of the Highway Regulation Plan and the Traffic Circulation Plan. The first step in the planning process is to assemble critical information. This information can be found in the following:

• Operation plans, operation orders, and estimates. OPLANs, OPORDs, and estimates contain essential information. Movement planners must read and understand the concept of operation to effectively support the commander's intent while executing Highway Regulation. Information such as geographic boundaries, task organization, priorities, and locations of major supply activities are also contained in these plans.
• Engineer route reconnaissance or classification overlays. The engineer route reconnaissance or classification overlays provide detailed information on the characteristics of the road network such as road surface, width, restrictive features, and bridge classifications (see FM 5-36 for details). This information is necessary to determine critical points and route capacity. The characteristics of the route are contained in the route classification formula. Current information is required and thorough route reconnaissance may not always be possible or feasible. Therefore, movement planners may also obtain information from aerial photographs, local authorities, intelligence reports, and MP hasty route reconnaissance to supplement information obtained from maps or intelligence studies.
• Traffic density information. Traffic density information is the anticipated volume of traffic on route segments during specific periods. It comes from planned requirements contained in the distribution plan, movement program, the OPLAN or OPORD, or FRAGOs. Planners must extract specified and implied requirements for unit movements, sustainment movements, and retrograde movements. These documents may also require moving civilian refugees, unit displacement, or shared use by allied or HN forces. Each type of movement must be prioritized, planned, and coordinated.
• Terminals and facilities data. Terminals and facilities data obtained from the theater distribution plan, include the location of supply points, terminal transfer points, staging and assembly areas, aerial ports and sea ports, airfields and drop zones, and refuel points. These are considered in terms of their total clearance and reception capabilities. Specific considerations include location, access from MSRs, and their capability to receive, load, unload, and stage. The location of reporting points such as FDRP must also be identified.
• First destination reporting point. The FDRP is a control measure used to track convoy movements entering an operational echelon. It is normally established near the echelon's rear boundary to provide visibility from the rear boundary forward into the echelon's AO. The FDRP is normally located along an MSR that allows lateral movement onto other MSRs or ASRs. The FDRP provides a central location to route, reroute, or divert convoys as required. The FDRP will normally have an MCT (HRT), MP, or a unit established at the location with available communication means to pass movement information. The FDRP provides for movement along several different divisional MSRs after entering the division area.

When the data is assembled and studied, movement planners must identify the road networks that are capable of supporting the volume of traffic necessary to meet planned and anticipated movement requirements. These road networks will be recommended as MSRs and ASRs. Planners must also plan extensions of the MSRs to anticipate forward movement of maneuver forces. ASRs are used when the MSRs are disabled and should be planned for in the same manner as MSRs through the DMC. At this point in planning, it is necessary to obtain approval of the G4 and G3. The G4 has staff supervision for movement planning. The G3 is responsible for terrain management. The G3 must approve the selection of MSRs and ASRs before movement planners can conduct detailed Highway Regulation planning.

Movement planners will develop the Highway Regulation Plan and Traffic Circulation Plan after the G3 approves the MSRs/ASRs. The Highway Regulation Plan is a written plan that describes the MSR network and establishes control measures to promote effective regulation (an example of a Highway Regulation Plan is shown at the end of this chapter). The Traffic Circulation Plan is a map overlay or graphic representation of the MSR network. Both are published as an appendix or annex to the OPLAN or OPORD. They are used by the PM to develop the Traffic Control Plan. The development process involves the following:

• Naming each MSR according to command directives. Avoid using colors to name MSRs since the MSR status and other logistics statuses are normally reported as green, amber, red, or black. Avoid using numbers to name MSRs because they may conflict with existing route numbers.
• Determining critical points. Critical points are areas of interest to movement planners. Plans do not list every critical point but only the most important ones that may affect traffic flow. These critical points include the following:
• Roadway structures or features that limit road width, overhead clearance, or vehicle load class. These include washouts, overpasses, bridges, and degraded road surface conditions.
• Crossroads at grade level.
• Bridges, overpasses, underpasses, ferries, fords, constrictions, and sharp turns under a 30-meter (100-foot) radius.
• Establishing checkpoints on each MSR to segment the MSRs. Segmenting the MSR facilitates Highway Regulation and traffic control planning and execution. Checkpoints should be established at the following:
• Major crossroads.
• Locations where road conditions change.
• Major supply or service areas.
• Geographic boundaries.
• Assembly areas.
• Other critical points.

Checkpoints are predetermined points on the MSR that are used as a means of regulating and controlling movement. Units use CPs when requesting movement clearance by using CPs to identify their start point, release point, and en route CPs. Checkpoints enable quick dissemination of information during execution such as a point where traffic will be rerouted. Checkpoints are also used when describing the MSR in the Highway Regulation Plan. Some examples are as follows:

• "MSR Spear" is a paved, all weather road from CP 22 to CP 34.
• From CP 34 to the 54th Division rear boundary, the MSR is an improved fair weather road. The MSR can accommodate two-way traffic.
• The route is classified as an open route from CP 22 to CP 34.
• It is a supervised route from CP 34 to CP 8 at the division rear boundary. Convoys of eight or more vehicles, tracked vehicles, or vehicles that cannot maintain a 30 kmih march rate require a movement credit on that segment.
• The most restrictive route feature is at CP 35, a bridge with a MLC of 30. Vehicles with an MLC greater than 30 must use the ford at NJ334098. Signs for the ford are posted.

Planners should identify sufficient CPs to adequately exercise control, but no more than they have the capability to manage when the plan is executed. This requires careful balancing so that excessive CPs do not impede execution.

• Establishing control measures for each route. Control measures should be based on the engineer route classifications, planned and anticipated traffic volume, METT-TC, and critical points. Planners must also consider the capabilities of movement control and traffic control units to enforce the control measures. Control measures may change based on the conduct of operations. Movement planners must ensure that changes are incorporated into a FRAGO or otherwise disseminated quickly. Below are the five control measures:

• Open Route. This is the least restrictive control measure. Any unit may use the route without a movement credit. Minimum control is exercised.
• Supervised Route. The movement control headquarters will specify the size of convoys, the type of traffic, or characteristics of vehicles that require a movement credit to use the route. Limited control is exercised.
• Dispatch Route. A movement credit is required to use this route regardless of the number or types of vehicles. A dispatch route will normally be designated when traffic volume is expected to exceed capacity or when the route is critical to operations and priority of use must be strictly enforced. Full control is exercised.
• Reserved Route. The route is reserved for the exclusive use of a particular unit(s) or type of traffic and no other units/traffic may use the route. Reserved routes may be identified for large unit movements. Examples are when a maneuver unit must pass another forward, when reserve formations are committed, or when units are withdrawn for reconstitution.
• Prohibited Route. The route is closed and no unit/traffic may use the route. A route may be prohibited due to washouts, destroyed bridges, maintenance, or construction work. It may be prohibited for only short periods, such as the time necessary to do repairs.

• Making a Traffic Circulation Plan (see Figure 7-8). The overlay will show all MSRs, CPs, and Highway Regulation points. It will also include route names, direction of travel, boundaries, and principal supply activities. It will reflect any restrictive route features, critical points, FDRPs, and convoy support centers. It may include traffic control points if provided by the PM before publication of the Traffic Circulation Plan.
• Determining reporting requirements. These requirements are for units using the MSR if reporting is necessary.
• Developing the Highway Regulation Plan. The Highway Regulation Plan is included in the operation plan or order. The written plan will describe the information contained on the overlay and specify the control measures that apply to each MSR or critical segments of MSRs. Control measures should be coordinated to phases of the operation if they can be determined in advance. These should be coordinated with the DMC, then the G3, especially requirements for reserved routes to support large unit movements.
• Staffing and coordinating the plan. Recommend points where traffic control will be required. Recommend locations and priorities for engineer repair and upgrade efforts.

Figure 7-8. Sample Traffic Circulation Plan

7-17. FUNDAMENTALS AND PRINCIPLES OF ROUTING. Routing is the process of coordinating or directing movements on MSRs or ASRs. When routing traffic, movement planners should consider the three fundamentals and four principles which govern routing. The three fundamentals that govern routing are balance, separation, and distribution.

a. Balance. Balance is the process of matching vehicle characteristics with route characteristics. Balance ensures that traffic never routinely exceeds the most limiting feature of a route. It considers the MLC of the vehicles and bridges and the route. Balancing also identifies requirements for upgrading routes or ordering caution crossings for certain bridges. Planners should use TB 55-46-1 to obtain vehicle characteristics. Route characteristics are obtained during the planning process.

b. Separation. Separation is the process of allocating road space for movements to ensure that movements do not conflict. The goal of separation is to prevent congestion on regulated routes. Planners must not allocate road space or time blocks to more than one movement requirement.

c. Distribution. Distribution is the process of allocating as many routes as possible to reduce the potential for congestion and prevent deterioration of road surfaces. Distribution also promotes passive defense by distributing and separating traffic.

The four principles which govern routing are as follows:

• Assign highest priority traffic to routes that provide the minimum time-distance.
• Consider the sustained capabilities of roads and bridges when assigning movements.
• Separate motor movements from pedestrian movements.
• Separate civilian traffic (vehicular or pedestrian) from military movements.

7-18. FUNDAMENTALS AND METHODS OF SCHEDULING. Scheduling is the process of coordinating times for road movements. It involves receiving movement bids (requests), managing requests, and issuing credits (clearances). Scheduling is necessary for the following:

• Applying command priorities.
• Applying the fundamentals of routing to reduce delays, conflicts, and congestion.
• Conducting detailed planning for large unit or high-priority movements.
• Reserving time for route maintenance.
• Rerouting or holding movements based on changes in priority or the tactical situation.

The following guidelines apply in scheduling movements:

• Movements on routes requiring movement credit must be scheduled.
• Movements that cross movement control boundaries must be scheduled, coordinated, and inbound cleared by the movement control organization responsible for the area where the movement originates to the movement control organization where the movement terminates.
• Large unit movements should be scheduled.
• Movements in one direction on routes that require a movement credit are treated as a single movement regardless of the distance or time involved. Each movement retains the same movement credit to destination.
• Schedules and changes to schedules due to immediate movement requirements are provided to the MRTs to execute Highway Regulation and the PM to provide traffic control.

The method of scheduling road movements will be based on the control measures specified for the route. The four types of scheduling methods are:

Infiltration. Route.

Location. Column

These methods (from the least restrictive to the most restrictive) are described below.

a. Infiltration Schedule. This schedule is a rate of dispatch assigned to units for specific routes and time blocks to achieve an average traffic flow that is within the capacity of the route. By assigning rates of dispatch to different units that need to use the same route, average traffic flow can be held within desired limits. An infiltration schedule may be used for open or supervised routes.

b. Route Schedule. This schedule is a flexible scheduling method. It apportions blocks of time on MSRs to units, types of movements, phases of the operation, or for route maintenance. A route schedule may be used for supervised, dispatch, or reserved routes.

c. Location Schedule. This schedule is more restrictive than an infiltration or route schedule. It assigns arrive and clear times to different units needing to use the same entry point onto MSRs. The location will normally be a CP. For example, at a particular CP, unit A may be scheduled to arrive at 1000 and to clear at 1015, unit B to arrive at 1020 and to clear at 1030, and so on. A location schedule may be used for supervised or dispatch routes.

d. Column Schedule. This schedule is the most restrictive scheduling method. It specifies arrive and clear times at CPs along an entire route. It may be based on the requestor's movement bid or movement table or on movement tables issued by the movement control organization. Based upon the extent of control required, a column schedule can provide the most effective Highway Regulation because it provides in-transit times to reach CPs and helps the pacesetter maintain the prescribed rate of march. It may be used for supervised, dispatch, or reserved routes. It should also be used when congestion is anticipated.

Section III. Sustainment Operations

7-19. TRANSPORTATION OPERATIONS AT EAC. Battlefield distribution, automation, and radio frequency identification (also known as tracking) are performed at the EAC level. These operations are described below.

a. Battlefield Distribution. Sustainment cargo will arrive at the theater concurrent with the deploying force. The MCA will be responsible for aerial management of containers. Arranging transportation for throughput of the sustainment cargo to destination will fall to the port MCT. Priority of the unit containers versus the sustainment containers will be METT-TC dependent and based on the commander's priority. The MCA will provide the TSC MMC a copy of the manifest. During initial deployment, the information may be moved by courier. After the area communications system is in place, the information will be sent electronically. The MCA will use the manifest in the development of the movement plan, with the TSC MMC providing disposition information to the MCA. The movement plan will be passed to the DMC, the MMC, and all movement control elements in theater. At discharge, the port MCT, using DAMMS-R/TC-AIMS II, will schedule transport of the containers to the destination SSA. Containers arriving in theater that do not have a destination (frustrated) or have multiple consignees, will be forwarded to the servicing hub. The hub will be operated by a cargo transfer company and cargo documentation detachments. Multiple consignee containers will be unstuffed, redocumented, and transported. An area MCT servicing the hub will arrange onward transportation. The hub will coordinate with the TSC MMC to determine destination of frustrated cargo and arrange onward transportation through the area MCT.

The port MCT will contact the MCT servicing the destination (if one is in country) and request an inbound clearance. The originating MCT will ensure the receiving SSA is aware of the container's arrival time and that CHE/MHE is on hand to discharge the cargo. If CHE is not available at the destination, the MCT may contact the MCA to request elements of the transportation cargo transfer company to temporarily provide CHE at that location.

If a theater or Corps SSA receives a surge of containers and requires additional CHE, its servicing MCT may request from the MCA or CMCB that CHE from the transportation cargo transport company be sent to support the organization on a temporary basis until the backlog is relieved. Theater and Corps SSAs will notify the MCT of the status of the containers on-hand to include projected availability date. The MCA will determine whether the containers should remain within the theater or be returned to the strategic level of operation.

b. Automation and Radio Frequency Identification. The RF interrogators will update the system when containers are moved to a EAC hub. Based on the container consignee and disposition guidance from the TMMC, the area MCT (using DAMMS-R/TC-AIMS II) will schedule the transport of the containers. When possible, containers will be throughput to the destination SSA. If the container is multipacked for units, it will be sent to the EAC hub. The hub will receive disposition of containers for units based on guidance from the TMMC.

7-20. TRANSPORTATION OPERATIONS AT CORPS. Battlefield distribution, automation, and radio frequency identification (also known as tracking) are performed at the Corps level. These operations are described below.

a. Battlefield Distribution. The CMCB will be responsible for management of containers in a Corps area. They will receive a copy of the theater movement plan from the MCA and coordinate with the CMMC to develop the Corps movement plan. The movement plan will be passed to the CDMC, the CMMC, and all movement control elements in Corps. The area MCT will receive notice of shipments coming into the Corps either through the movement plan or by notification by the MCT servicing the shipper or hub. Using DAMMS-R/TC-AIMS II, the area MCT will schedule the transport of containers to the destination SSA. Containers arriving in the Corps, that do not have a unit address or have multiple consignees, will be forwarded to the Corps hub. The hub will be operated by a cargo transfer company and cargo documentation detachments. Multiple consignee containers will be unstuffed, redocumented, and transported. An area MCT servicing the hub will arrange onward transportation. The hub will coordinate with the CMMC to determine destination of frustrated cargo and arrange onward transportation through the area MCT.

The area MCT will contact the MCT servicing the destination, the DISCOM MCO for shipments to a division, and request inbound clearance. The originating MCT will ensure the receiving SSA is aware of the container's arrival time and that CHE/MHE is on hand to discharge the cargo. If CHE is not available at the destination, the MCT may contact the CMCB to request elements of a Corps transportation cargo transfer company to temporarily provide CHE at that location.

If a Corps or division SSA receives a surge of containers and requires additional CHE, their servicing MCT/MCO may request from the CMCB that CHE from the transportation cargo transport company be sent to support the organization on a temporary basis until the backlog is relieved. The Corps and division SSAs will notify the MCT of the status of the containers on-hand to include projected availability date. The MCA will determine whether the containers should remain within the theater or be returned to the strategic level of operation.

b. Automation and Radio Frequency Identification. The RF interrogators will update the system when containers are moved to a Corps hub. Based on the container consignee and disposition guidance from the CMMC, the area MCT (using DAMMS-R/TC-AIMS II) will schedule the transport of the containers. When possible, containers will be throughput to the destination SSA. If the container is multipacked for units, it will be sent to the Corps hub. The hub will receive disposition of containers for units based on guidance from the CMMC.

If the shipment is on the movement plan and the receiving activity is expecting a particular container and is known to have sufficient CHE to handle the container, then the container will be transported free flow to the unit/hub. However, if the container was not on the movement plan or the port MCT is not sure that the unit/hub can receive it, the port MCT will contact the MCT servicing the destination and request positive inbound clearance to transport. The originating MCT will ensure the receiving SSA/hub is aware of the container's arrival time and that CHE/MHE is on-hand to discharge the cargo. As a container departs, the RF interrogator at the exit will update the DAMMS-R/TC-AIMS II system. The area MCT updates the CMCB via DAMMS-R/TC-AIMS II. The mode operator will track the movement of the container using the satellite-based MTS.

Container cargo will be transshipped at the Corps hub and transported based on CMMC instructions. The cargo can be restuffed into a container or transported breakbulk on trucks or trailers. The MCT servicing the Corps hub will schedule transportation and contact the receiving MCT/MCO. RF interrogators at the hub will update the DAMMS-R/TC-AIMS II system via modem or the area communications system when a container is relocated.

The Corps SSAs and the hub will notify the MCT when containers are available for retrograde. Retrograde containers may be retained at the hubs to be used for distribution within the theater of operation.

7-21. TRANSPORTATION OPERATIONS AT DIVISION. Battlefield distribution, automation, and radio frequency identification (also known as tracking) are performed at the Division level. These operations are described below.

a. Battlefield Distribution. The DTO and MCO will receive a copy of the Corps movement plan from the CMCB and coordinate with the DMMC to develop the division movement plan. The movement plan will be passed to the DDMC and the DMMC. The division support MCT or the MCO will receive notice of shipments coming into division either through the movement plan or by notification from the MCT servicing the shipper or hub. The division support MCT or the MCO will ensure the receiving SSA is aware of the container's arrival time and that CHE/MHE is on hand to discharge the cargo. If CHE is not available at the destination, the MCT/MCO may contact the CMCB to request elements of a Corps transportation cargo transfer company to temporarily provide CHE at that location.

If a division SSA receives a surge of containers and requires additional CHE, the MCT/MCO may request from the CMCB that CHE from the transportation cargo transport company be sent to support the organization on a temporary basis until the backlog is relieved. The division SSAs will notify the MCT/MCO of the status of containers on-hand to include projected availability date.

b. Automation and Radio Frequency Identification. The RF interrogators will update the system when containers are moved to a division SSA. If the shipment is on the movement plan and the receiving activity is expecting a particular container and is known to have sufficient CHE to handle the container, then the container will be transported free flow to the unit. However, if the container was not on the movement plan or the MCO is not sure that the unit can receive it, the MCO will contact the destination and confirm clearance to transport. The MCO will ensure the receiving SSA is aware of the container's arrival time and that CHE/MHE is on-hand to discharge the cargo. As a container arrives, the RF interrogator at the entrance will update the DAMMS-R/TC-AIMS II system. The MCO updates the CMCB via DAMMS-R/TC-AIMS II.

7-22. TRANSPORTATION OPERATIONS AT BRIGADE. Battlefield distribution, automation, and radio frequency identification (also known as tracking) are performed at the Brigade level. These operations are described below.

a.Battlefield Distribution. The DTO and MCO will distribute a copy of the division movement plan to the FSB MC NCO. The MC NCO will ensure the receiving SSA is aware of the containers arrival time and that CHE/MHE is on hand to discharge the cargo. If CHE is not available at the destination, the MC NCO may contact the MCO to request elements of a Corps transportation cargo transfer company to temporarily provide CHE at that location.

b.Automation and Radio Frequency Identification. The RF interrogators will update the system when containers are moved to a brigade SSA. The MCO will ensure the receiving SSA is aware of the containers arrival time and that CHE/MHE is on hand to discharge the cargo. As a container arrives, the RF interrogator at the entrance will update the DAMMS-R/TC-AIMS II system. The MC NCO updates the MCO via DAMMS-R/TC-AIMS II.

Section IV. Intermodal Operations

7-23. INTERMODALISM. Army operations involve intermodal movement of personnel, equipment, mail, and materiel by air, land, and sea from installations, depots, or commercial vendors to areas requiring the deployment of forces. Intermodalism is the transferring of passengers or transshipping of cargo among two or more modes of transportation.

7-24. CONTAINERIZATION. The Army's goal is to increase the use of containers to improve the use of strategic lift. This will improve the force closure for unit equipment and sustainment supplies. The Army's effective use of containers improves both materiel and distribution throughout the battlefield and field warehousing. See FM 55-80 for more information on containerization.

7-25. FLATRACKS. The three types of flatracks used in theater are the intermodal flatrack (M), M1077 (A Frame), and the Container Roll-in/Roll-off Platform. Each type of flatrack is described below.

a. Intermodal Flatrack (M1). These flatracks are used at the strategic level and provided to specialized units that them as organic equipment. This flatrack will be accounted for by the same procedures as propositioned equipment and by unit procedures for organic equipment.

b. M1077 (A Frame). These flatracks are managed and accounted for in accordance with AR 710-2. They will remain at Corps and below and be managed by the lowest common HQ when centralized into a pool of assets.

c. Container Roll-in/Roll-off Platform. These flatracks are used at Depot to front and returned as a strategic distribution asset. The CROP will be tracked and accounted for in accordance with current container tracking procedures and will be retrograded on a one-for-one basis to ensure that the strategic flow is maintained. As the CROP replaces the other types of flatracks, the procedures will become echelon/mission specific as opposed to type specific.

7-26. AIRLIFT. Airlift supports US national strategy by rapidly transporting personnel and materiel to and from or within a theater. To maintain a force's level of effectiveness, airlift sustainment missions provide resupply of high-priority equipment, personnel, and supplies. Airlift characteristics of speed, flexibility, range, and responsiveness, complement other US mobility assets.

7-27. AIR CARGO AND AERIAL PORTS. Sustainment operations are clearly dependent upon airlift when high priority, urgent supplies, and equipment are needed to ensure the continued success of an operation.

The Army's standard supply distribution system for supply Classes II, III(P), IV, V (missile components only), VII, VIII, and IX is the direct support system. The DSS provides for direct delivery of shipments from a CONUS wholesale depot to a SSA, which in turn distributes the item(s) to the requesting customer. Certain selected items of materiel are eligible for air delivery through ALOC. These items include routine priority (normally priority designator 09-15), Class VIII and Class IX, and selected maintenance-related Class II and Class IV items.

Air cargo traveling through the ALOC system is intensively managed to ensure its timely receipt and onward movement. This management process begins when the materiel is received by the APOE with the generation of an air manifest. Advance copies of the air manifest are forwarded to the APOD and other movement management activities in the theater of operations to facilitate prompt handling and processing upon arrival of the material being shipped.

Section V. Transportation Operations

7-28. TRANSPORTATION REQUEST PROCEDURES. Movement managers, through mode selection and transportation request procedures in a theater of operations, are key to the support of transportation requirements. They are primarily responsible for prioritizing requirements and selecting the mode most appropriate to satisfy the requirement.

a. MCT Responsibilities. The MCTs are the immediate interface with the organization that is requesting transportation support. The MCTs responsibilities are as follows:

(1) Origin MCT procedures. On receipt of a transportation request, the origin MCT ensures that the request is complete and accurate. If the request activates a program line number, the MCT will check the program for predetermined mode selection and commit the mode operator. If there are any changes made to the movement requirement such as change of locations, quantity of materiel, or priority, the MCT will revalidate the programmed mode before committing a mode operator. For unprogrammed movements, the MCT will select the mode and commit a mode operator.

(2) Mode considerations. The MCT plans to commit all available transportation modes to fulfill known requirements. Assets should not be reserved in anticipation of unforeseen requirements. The MCT should meet requirements as they occur by committing transportation mode operators according to command priorities, selecting the most efficient and effective mode, and planning to meet the RDD.

(3) Mode selection. The MCT must consider many other factors in selecting a mode. These factors include the following:

• Service considerations. Provide service according to need based on command priorities.
• Security considerations. Consider security requirements for shipments involving nuclear materials, hazardous or classified cargo, ammunition, or other sensitive cargo.
• Political considerations. Coordinate with the G5 to determine if there are any political sensitivities to materiel being shipped. This may require movement at night, by air, or by any other means to safeguard sensitive/classified cargo.
• Tactical considerations. Coordinate with the requesting unit to determine potential changes in pickup or delivery locations.
• Highway considerations. Rerouting may be required if there are changes to route classifications or the distribution pattern.
• Rail considerations. Use is limited to lines that support supply activities or where transloading can be accomplished with MHE, personnel, and trucks.
• Air considerations. Use is limited to aircraft allocated for CSS air movement operations or approved requests. (See airlift request procedures below.)
• Water considerations. Use is limited to the availability of barges or boats, cargo transfer units and equipment, and channels capable of accommodating the types of craft available.
• HN assets. Use is limited to those modes and assets provided by the host country. HNS is coordinated by the G5 or unit having a HNS coordinating mission.

(4) Transportation movement request number. The TMR is a unique alphanumeric code. The TMR specifies and authorizes movement or represents use of a transportation asset as directed through movement control channels.

(5) Positive inbound clearance. The origin MCT requests positive inbound clearance for sensitive, classified, oversize and/or overweight, or other theater-directed shipments through the destination MCT before issuing a TMR. Requests are forwarded to the destination MCT which in turn contacts the consignee. The destination MCT confirms the consignee's location and ability to off-load the cargo. The destination MCT forwards this information back to the origin MCT. If the consignee is unable to receive a shipment, the origin MCT reprograms the shipment by coordinating for alternate delivery dates (hold), reconsigning the shipment to another consignee (divert), or canceling the original request. The origin MCT schedules routine shipments without an inbound clearance unless the receiving activity, through the destination MCT, notifies the origin MCT that it cannot receive the shipment and requests the origin MCT to hold or divert.

(6) Mode operator. The MCT commits a mode operator identified either in the movement program or one in the origin MCT's geographic area. Commitments will flow through predetermined channels developed between the movement control headquarters (MCA/MCB) and the mode operating HQ. If a movement credit is required, the mode operator will submit a movement bid (request for convoy/highway clearances) to its supporting MCT. If mode operators can no longer support the transportation request for any reason, they must notify the MCT immediately. The MCT will either attempt to establish an alternate delivery date that satisfies the consignee, select another mode, request HN assets, delay lower priority shipments, or request assistance from its HQ.

(7) Report of shipment. The origin MCT normally notifies the destination MCT of the movement so the destination MCT can coordinate with the receiving activity or consignee.

(8) Consignee receives cargo. The consignee notifies the destination servicing MCT when it receives the shipment. The MCT closes out the TMR. If the shipment required positive inbound clearance, the destination MCT will forward the receipt notification to the origin MCT for final reconciliation. Supply activities or consignees may or may not have reliable communications with their servicing MCT. If this is the case, the mode operator will report shipment delivery.

b. Transportation Request Process. The Division, Corps, and EAC transportation request processes are described below.

(1) Division. Transportation requirements are either planned or immediate. Division units request transportation support from the DISCOM MCO. Depending upon the type of division, location of units on the battlefield, and defined support relationships, the request may flow from the brigade or separate battalion through its FSB or MSB to the MCO.

(a) The MCO coordinates with the DMMC and division units to plan and program transportation requirements. This includes movement of supplies and equipment between the DSA and the BSA. The DMMC has visibility over the location and status of supply quantities in the division and directs repositioning. The MCO also coordinates with the G1 to forecast transportation requirements to move replacement personnel.

(b) To the extent practical, the FSB should coordinate in advance with the MCO to use loaded trucks moving forward to the BSAs for retrograde (backhaul) of damaged and captured equipment, salvage, or EPWs.

(c) As the supply and maintenance companies in the DSA receive MROs from the DMMC, they request transportation support from their battalion support operations officer. The SOO consolidates the requests and submits requirements to the MCO. The MCO selects and commits the mode based on division priorities. If the MCO commits the division truck company, the MCO will also coordinate to ensure that MHE will be available to off-load the supplies upon delivery. This prior coordination will reduce transportation delays and increase the availability of these trucks for other missions.

(d) Based upon requests and forecasts, if the division is unable to provide the required transportation support using organic assets, the MCO will forward a request (Figure 7-9) for transportation support to the DTO or the servicing MCT. The MCO will normally forward only requests of an exceptional nature through the DTO. The DTO requests support from the Corps MCB.

Figure 7-9. Transportation Request Process (Division)

(2) Corps. The Corps resupplies its assigned divisions and separate brigades. The Corps may establish supply point or unit distribution depending upon the situation. The Corps will predetermine these arrangements as part of the logistics planning process. Resupply requirements are based on supply requests from the DMMC to the CMMC or by predetermined daily resupply. The CMMC issues MROs to Corps GS units. The GS unit coordinates transportation through its servicing MCT to move the supplies forward. Corps transportation assets are also used to support units operating in the Corps rear area. Units operating in the Corps area request transportation support from their servicing MCT (Figure 7-10).

(a) The MCT commits the mode operator in its area of jurisdiction to provide transportation. This may be a Corps support battalion or functional transportation battalion depending on the transportation alignment within the CSGs. For shipments requiring positive inbound clearance, the MCT will coordinate with the destination MCT or MCO to coordinate the details of delivery or to coordinate any retrograde movements.

(b) If an MCT needs additional transportation support to satisfy requirements, it forwards requests to the Corps MCB. The Corps MCB will review requests against established priorities and will commit assets from the transportation battalion in the rear CSG or commit assets of another forward CSG.

 

Figure 7-10. Transportation Request Process (Corps)

(c) If there is no alternative means of transport within the Corps, the Corps MCB will forward requests to the MCBs supporting the Corps. The Corps MCB will coordinate directly with the MCA for requirements of an exceptional nature such as movement of large forces, contingency operations, and intratheater airlift.

(3) EAC. The same relationship between the Corps and division exists between the TSC and Corps. If a supply request cannot be satisfied at the COSCOM level, then it is forwarded to the TSC MMC. The TSC MMC will direct supplies to be released from its general support units. The GSU coordinates with servicing MCTs for the onward movement of the cargo. The MCT commits TRANSCOM mode operators to transport the cargo (Figure 7-11).

(a) If TRANSCOM mode operators in the MCT's AOR cannot satisfy all transportation requests, the MCT will request assistance from its MCB. The MCB will coordinate for TRANSCOM assets in other geographic areas or coordinate for allocated HN/allied support. If still unable to obtain required support, the MCB will pass the requirement to the MCA for resolution.

(b) The MCA will review established priorities. It will look at the possibility of cross-leveling TRANSCOM assets to meet the requirement. It will also look at using HN or other service transportation assets. If the MCA cannot find sufficient assets, it will go back to the requestor and see if the RDD can be changed. If not, it will go to G3 at Corps or G3/J3 at theater for resolution.

Figure 7-11. Transportation Request Process (EAC)

7-29. REQUEST FOR THEATER AIRLIFT. Airlift is a flexible and essential element of the transportation system. Wide-ranging logistics needs within a theater will require Army and Air Force airlift assets to support forces. While motor transport will normally be the primary mode to support Army forces, airlift becomes an increasingly important mode as the intensity, depth, and duration of operations increase. Airlift can provide rapid movement of cargo, passengers, and equipment without regard to terrain restrictions. It also makes possible resupply of critical items over extended distances. However, there are limitations to the capabilities of airlift. These include weather conditions, control of airspace, weight and cube of materiel, and the requirement for specialized crews and equipment. The following discusses the process for obtaining Army and Air Force airlift to support logistics requirements.

a. Army Aviation. Army aviation in logistics air movement operations includes the following:

• Support for intratheater airlift.
• LOTS operations.
• Troop and personnel movements.
• Aerial preplanned and immediate resupply.
• Movement of critical high priority Class IX.
• Retrograde of repairables.
• Pre-positioning of fuel and ammunition.
• Movement of maintenance support teams.
• Movement of low density/high-cost munitions when time, distance, situation, or the condition of roads inhibit ground transportation.

Movement control units at EAC and Corps and the MCO in the division will commit Army aircraft for logistics air movement operations if aircraft have been allocated for this purpose.

(1) Army aviation units. The primary aviation unit is the aviation brigade. The aviation brigade is a versatile organization found at division, Corps, and EAC. It may contain observation, attack, utility, and cargo helicopters and a limited number of fixed-wing C2 aircraft.

(a) Division. An aviation brigade is organic to each division. Each division aviation brigade is designed, configured, and tailored to meet the tactical requirements of the type of division to which it is assigned. The brigade can provide aircraft for logistics air movement operations to move troops, supplies, or equipment. The primary asset used by the brigade is the utility helicopter, either the UH-60 or UH-1.

(b) Corps. An aviation brigade is organic to each Army Corps. Each Corps aviation brigade is tailored to meet the specific mission requirements of that particular Corps. The Corps aviation brigade's mission is to plan, coordinate, and execute aviation and combined arms operations in support of the Corps scheme of maneuver. In its logistics role, Corps aviation provides movement of critical forces, supplies, and equipment needed to support the battle. The Corps commander should routinely allocate sufficient sorties for logistics air movement missions. The brigade uses a combination of UH-60, UH-1, and CH-47 helicopters.

(c) EAC. EAC aviation brigades are tailored and configured to meet the needs of the theater. They may be organized with attack, utility, and/or cargo aviation assets. The utility and medium helicopters of the EAC aviation brigades provide reinforcing support to the Corps for logistics air movement requirements.

(d) Liaison officers. An LNO is normally designated by the aviation brigade at each echelon to serve as a link between movement control organizations, aviation units, and airlift users. The LNO assists movement control organizations by passing advance information to the aviation units and by providing technical advice to movement planners.

(e) Aviation support of logistics missions. The following describes the various helicopters that support aviation logistics missions.

• Observation. Observation helicopters perform visual observation. They can be employed by movement planners for route reconnaissance, observation of surface movements, and to assist in planning the use of facilities and infrastructure. They include the OH-58 series.
• Utility. Utility helicopters perform a variety of missions to support movement of forces, supplies, equipment, and personnel. They include the UH-1 and UH-60 series.
• Cargo. Cargo helicopters perform a variety of missions to support movement of forces, supplies, and equipment; LOTS operations; and air movement of munitions. They include the CH-47 series.

(f) Army logistics air movement request procedures. Requirements for logistics air movement operations are characterized as either preplanned or immediate.

• Preplanned requests. Requirements for preplanned airlift are determined as part of movement programming. Movement planners determine in advance that air is the best or most effective mode based on the urgency of the requirement and characteristics of the personnel, supplies, or equipment to be moved. Division, Corps, and EAC requests are processed as follows--

• Division. Preplanned requests are forwarded to the MCO as part of the planning process to obtain airlift for future operations. The MCO reviews the requests and either validates them or recommends an alternate mode. If the MCO validates the requests, he forwards the requests to the DTO. The DTO will coordinate the requirements with the ADAO, a member of the G3 battle staff, to get aircraft allocated by the G3. Once the G3 allocates assets for logistics air movement operations, the MCO programs the requirement and commits the aviation brigade through the aviation LNO in the rear command post. The MCO also commits truck assets to be used in moving cargo to an airfield, sling point, or landing area. If division aircraft are not available for logistics air movement operations, the DTO will either work through the G3 and G4 to manage priorities; or he will validate and pass the requests to the Corps MCB for Corps aviation or USAF support.

• Corps. The Corps MCB receives preplanned requests through the MCTs from Corps units or validated division airlift requests during the planning process. For Corps units, the MCT reviews requests and either passes requests to the Corps MCB or recommends another mode. The Corps MCB coordinates requirements with the CTO to obtain G3 allocation. If the G3 has allocated airlift assets to the Corps MCB for CSS air movement operations, the Corps MCB validates requests, programs, and commits the allocated airlift assets through the aviation LNO to support the missions. The Corps MCB informs the origin MCT of the validation and committal of air assets. The MCT concurrently commits highway assets to move the personnel or cargo to the on-load site or airfield. The MCT also clears the inbound movement with the destination MCT or DTO/MCO. For validated division requests, the Corps MCB either commits allocated Corps aviation assets or validates the requests and passes them to the MCA.
• EAC. The MCA receives transportation requests from units in the COMMZ or validated Corps/division airlift requests. The request process for EAC units is basically the same as for Corps units. MCTs forward airlift requests through their MCB to the MCA. If airlift assets have been allocated for logistics, the MCA is the committal authority. If the MCA designates a MCB to commit Army airlift allocated for logistics air movement operations, then the battalion also becomes the validating authority for requirements it must pass to the MCA. If the aviation brigade cannot support the mission, the MCA forwards the requests to the JMC. The JMC will either commit other service/HN aviation units or return requests to the MCA for mode change.

• Immediate requests. Immediate airlift missions result from unanticipated, urgent, or priority movement requirements. Movement planners must quickly determine if air is the best and most effective mode based on the urgency of the requirement and characteristics of the personnel, supplies, or equipment to be moved. Request procedures must be responsive and flexible to respond to rapidly changing situations. Request procedures for division, Corps, and EAC are below.

• Division. Immediate requests may be forwarded by unit S4s, the DISCOM, or through operational channels to the G3 to meet urgent requirements. Concurrently, the information must also pass through movement/support operations channels to coordinate logistical aspects of the movement. The G3 is the tasking authority for division aviation assets and the validation authority for requests passed to Corps. The DTO and ADAO coordinate to obtain G3 approval. The MCO and LNO coordinate missions. These events occur simultaneously.

• Corps. If airlift assets have not been previously allocated for logistics missions, the Corps MCB or requesting unit passes requests through command channels to the G3. The G3 is the tasking authority for immediate requests. If the Corps cannot support CSS missions at that time, the G3 may validate and pass airlift requests to the theater. If the G3 does not validate the requests, he will pass them to the MCB, which will select alternate modes. Simultaneous coordination in logistical channels is required to support the mission.
• EAC. If airlift assets have not been previously allocated for logistics missions, the MCA or requesting unit passes requests through command channels to the ASCC Deputy Chief of Staff for Operations. The DCSOPS is the tasking authority for immediate requests. If the ASCC cannot support logistics missions at that time, the DCSOPS may validate and pass the airlift requests to the J3. If the DCSOPS does not validate the requests, he will pass it back to the MCA, which will select alternate modes. Simultaneous coordination in logistical channels is required to support the mission.

(g) Logistics airlift request validation. Requests will be reviewed and validated at each level. Requests are considered valid if forwarded to the next echelon for subsequent validation or to the mode operator for execution. The review considers the following:

• Priority and urgency of the movement requirement.
• Commander's priorities.
• Competing requirements and aircraft availability.
• Adequacy of other modes.
• METT-TC factors.
• Availability of MHE at the destination if required.
• Location and adequacy of origin and destination landing zones.

b. Air Force Airlift. Air Force airlift and airdrop is generally designated as common-user airlift to support the air movement requirements of all Service components assigned to the theater of operations. Air Force airlift and airdrop can be used to supplement Army transportation capability under certain circumstances. However, Air Force airlift and airdrop generally require much longer lead times to plan and coordinate than Army logistics air movement operations because of the following:

• Materiel and personnel must be moved to an airfield. This requires supplemental transportation and additional coordination.
• Materiel and other air cargo must be palletized or rigged. Personnel must be marshaled and manifested. Load planning and a DACG are required.
• Request procedures inherently require longer lead times because the final validator is the theater combatant command agent, not the Army.

The Army component commander must validate and prioritize all Army airlift and airdrop requests. The Army component commander normally designates the MCA as the Army validator. The MCA passes validated Army airlift and airdrop requests to the theater combatant commander's agent (normally the JMC) to prioritize and validate all Service component requests for common-user airlift within the theater. The agent aligns requests with theater priorities. If the agent validates a request, he designates it as an airlift/airdrop requirement.

The agent then tasks the Air Force component commander who in turn passes the tasking to the Air Force C2 agency to support the requirement. They, in turn, will task an Air Force unit to execute the mission (see Figure 7-12).

The theater combatant commander's agent is normally subordinate to the JMC, when established. Airlift requests, or apportionment, are executed according to the theater combatant commander's priorities and are not normally changed below the component command level. The theater combatant commander may establish a JTB to resolve conflicts between the Service components regarding airlift.

As with Army aviation requests, Air Force requests are either preplanned or immediate. Within the immediate category, requests can be noted as emergency requests. Air Force airlift/airdrop requirements can begin at any level either as a request for Air Force airlift or airdrop or as a request for transportation that movement managers determine can best be satisfied using airlift or airdrop. Requests can either be preplanned, immediate, or emergency.

Figure 7-12. Air Force Airlift Organization

• Preplanned requests. Preplanned airlift missions are based on known or projected requirements and are programmed in advance per command directives. They include requirements to provide airlift of personnel, cargo, mail, and courier materiel on a regular, routine basis or to meet one-time requirements. The amount of time required to coordinate preplanned airlift is established by the Air Force component based on operational requirements and the capability of the available airlift apportioned by the theater combatant commander. Preplanned airlift requests are validated through movement control channels (see Figure 7-13).

• Division. The MCO receives transportation requests which are reviewed to determine the most effective mode. If the MCO decides that Air Force airlift or airdrop is the most effective mode, the MCO coordinates with the requestor and forwards requests to the DTO as Air Force airlift requests. The DTO coordinates details of each request with the TALO, validates each request, and forwards them to the Corps MCB. The TALO acts as a coordinator and assists with the preparation of the request. The TALO also provides early notification and coordination through Air Force channels.

Figure 7-13. Preplanned Airlift Requests (Air Force)

• Corps. The Corps MCB receives transportation or airlift requests from Corps units or validated airlift requests from DTOs and either validates each request or selects an alternate mode. If the Corps MCB validates a request, it forwards the request to the MCA. If the Corps MCB does not validate a request, it selects another mode. The CTO integrates airlift requirements for logistics and other intratheater movement to support priorities established by the G3.

• EAC. The MCA receives transportation or airlift requests from units located in the COMMZ or validated requests from Corps MCB. The MCA either validates each request or selects an alternate mode. If the MCA validates a request, it forwards the request to the theater combatant command agent. The agent validates the request for the theater combatant commander and passes the request as a requirement to the USAF C2 agency. TALOs are located at each echelon. TALOs provide early warning to USAF C2 agencies that an Army request for Air Force air is in the validation process. If the request is not validated at any level, it will be returned to the originator for alternate mode selection.

• Immediate requests. Unanticipated or urgent ground force requirements and priority transportation requests are validated and passed as immediate airlift requests. Immediate request validation is expedited through command channels. The TALO, attached to the lowest echelon closest to the requesting command, notifies the USAF C2 agency of the impending request through an advance notification net. Coordination between the S3/G3 and S4/G4 ensures that movement control channels are kept current on airlift request status. The USAF C2 agency will execute validated immediate airlift requirements by directing an alert sortie to launch or, if the urgency of the situation warrants, by diverting a mission in progress. Immediate airlift requests will not be supported without validation by the Army and the theater combatant command agent.
• Emergency requests. These requests are special types of immediate requests for requirements that are critical to accomplish the tactical mission or for unit survival. These missions are the highest priority established by the JFC. The immediate airlift request validation procedure is required for emergency requests.
• Air lift requests. The format for airlift requests should be submitted using an approved message format as described in FM 100-27 or DD Form 1974, Joint Tactical Airlift Request. Command specific formats must include the minimum essential information listed in these formats.

7-30. CLEARANCE REQUESTS. Units needing to move on controlled routes that require a movement credit must request and receive clearance before beginning movement. The request is submitted through the chain of command to the DTO or Corps/EAC MCT within whose area the movement originates. In the Corps, the MCT forwards the request to its servicing highway traffic division. In the COMMZ, the MCT forwards the request to its MCB. Based on procedures established in SOPs, the request may be transmitted in hard copy, electronically, or verbally.

The DTO, HTD, or MCB reviews requests and considers them based on command priorities for the type of movement and the unit requiring movement. Priorities for types of movements are normally specified in SOPs, OPLANs, or OPORDs. They include categories such as unit movement, movement of reserves, logistical movement, and movement of replacements. Unit or task force priorities are specified in OPLANs and OPORDs. Unit priorities are based on the commander's requirements to meet the tactical situation. These priorities frequently change. Movement planners must anticipate changes and frequently obtain planning guidance from the G3 and G4.

The DTO or HTD either schedules the movement as requested or notifies the unit if it cannot be granted. The DTO or MCT will coordinate with the lower priority requestor to reschedule the move at a different time or on a different route. If conflicts arise during planning that cannot be resolved by the DTO or HTD, they must seek resolution of the priority conflict through the staff that approved the priorities.

Movement credits are returned to the requesting unit through the same channels used for the request. Information on all movement credits issued is provided to the PM, MP units, and MRTs for traffic control and movement regulating purposes.

The movement credit gives the requesting unit the authority to move on a controlled route. The credit is a control number. Policies for developing the codes used for movement credits are governed by command directives. Movement credits normally include a command identifier, Julian date, and sequence number. For example, a unit of the 54th Infantry Division will move on Julian date 043. The credit was the third issued for that date. The movement credit would be 54-043-003. Additional codes may be added after the sequence number to further identify the unit or type of movement. Command directives normally prescribe that moving units chalk the movement credit on the sides of their vehicles to identify that the movement is authorized.

7-31. COORDINATING MOVEMENTS. Movement control organizations must coordinate the planned movement of convoys on controlled MSRs in order to issue movement credits, reroute, or divert. They must also monitor the in-transit status of some convoys on controlled routes to find out if movements are going according to scheduling. This does not require monitoring every convoy, but should include monitoring certain critical points or CPs. The function can be performed by either MRTs or MPs. Both require communications capability to relay information.

Without positive control measures and monitoring, the MSRs may become congested and movements will be delayed. Planners, when coordinating movement bids, must be able to visualize the location of convoys at any time and know when they should arrive and clear CPS.

7-32. DIVERTING AND REROUTING. Movement planners in the MCO and HTD must monitor the in-transit status of convoys to find out if movements are going according to scheduling. They are also the focal point for diverting and rerouting, and must be able to communicate with MRTs and MPs to enforce control measures on MSRs or to divert and reroute. SOPs must provide detailed guidance for coordinating and disseminating information.

Traffic disruptions may be caused by enemy action that destroys bridges, damages MSRs, or contaminates MSRs. They may also be caused by refugees clogging an MSR. Movement planners must also anticipate traffic disruptions caused by congestion due to breakdowns, weather, and degradation of road surfaces. They also request route repair, decontamination, and traffic control support. Movement planners advise the G3 and G4 of any actions required to reduce the impact of disruptions.

Movement planners must continuously seek out information from other staff sections to make assessments. In addition to receiving reports from MCTs and MRTs, they must coordinate regularly with the G2, G3, and PM to obtain current information as reported through command channels.

Upon receiving reports of problems on an MSR, the movement control organizations can progressively adjust traffic plans. They can issue instructions to hold unit movements that have not begun, issue new routing instructions, or hold unit movements at a staging area or CP if the movement has begun.

7-33. LARGE UNIT MOVEMENTS. Large unit movements must be quickly executed. Coordination is critical during planning to open routes for movement and to reschedule previously planned movements.

Maintaining logistical support and uninterrupted transportation to other supported units in conjunction with large unit moves requires continuous coordination. Large unit movements will normally be planned by the moving units under parameters defined by the G3 and/or movement control headquarters. This depends upon their location and whether the movement commits the forces or moves them from one assembly area to another. Planning for movement of large units consists of four concurrent steps:

• Determining the requirements for the move.
• Determining the timeframe for the move.
• Analyzing organic and nonorganic movement capabilities.
• Establishing movement priorities.

The fundamental precepts of METT-TC drive the planning for large unit movements as they form the base requirement for the time and space factors characterizing the movement. The following factors are considered:

• Task organization of units, current location, and concentration.
• Adequacy of routes to support vehicles and tonnages.
• Available assembly areas and transportation modes at origin.
• Control measures, coordination, and logistics support for the movement and at destination.
• Assembly areas at destination.
• Deception measures before and during the movement and at destination.
• Enemy situation, route and geographic conditions, and weather.

Preplanned movements must be reevaluated in terms of their priority in relation to the unit movement. Critical supplies may have to be pre-positioned or moved by alternate modes such as air, rail, or inland waterway if they are available. En route logistics support such as ROM, maintenance, and life support must be pre-positioned. Traffic control and MRTs must also be pre-positioned.

HETs may support the movement. Using HETs to move heavy forces increases the capability of the maneuver commander to quickly and efficiently relocate forces. They can assist in moving the maximum amount of combat power to the decisive point and time to attain or keep the initiative and have forces arrive in a high state of readiness. Using HETs will be governed by their availability, the conditions of the road network, and the distance to be traveled.

Highway Regulation planning must be extensive and thoroughly coordinated. Critical road junctions must be identified and managed. Less critical movements must be rerouted, delayed, or shifted to alternate modes. Engineering may be required to upgrade routes or to construct bypasses or bridges. Scheduling guidance must be provided to the moving units. This guidance allows the units to conduct their internal planning for the movement. The main factor will be the availability of routes. Movement planners can use the following scheduling techniques:

• Creating reserved routes for particular units.
• Using location or column scheduling to allocate time blocks for movement if units share routes.
• Developing movement tables if routes are limited and the requirement for control is greatest (see Appendix E).

Detailed movement tables are necessary for smaller units to execute their portion of the plan. However, the moving unit can develop these plans based on the allocation of routes or time blocks. Movement control organizations will not normally develop detailed movement tables for large unit movements.

 

EXAMPLE HIGHWAY REGULATION PLAN 1.     PURPOSE. The Highway Regulation Plan is used to inform all units within the theater of operations of the policies and procedures governing convoy or oversize/overweight vehicle movements. 2.     SCOPE a.     Highway Regulation Plan should be developed for all OPLANs or exercises and be included within the Transportation Annex of the applicable OPLAN or exercise directive. b.     It is the responsibility of all organizations with a wartime Highway Regulation mission to develop Highway Regulation Plans. Responsible organizations include DTOs, MCBs, and MCAs c.     Whenever two or more regulating agencies operate in the same theater of operation, coordination to standardize policies and procedures must be accomplished. Development of the Traffic Circulation Plan must also be coordinated to ensure mutual use MSRs are given one name throughout the theater to avoid confusion. Movement priority codes and other policies and procedures must be standardized. 3.     RECOMMENDED FORMAT AND INFORMATION FOR THE HIGHWAY REGULATION PLAN ANNEX ____ HIGHWAY REGULATION PLAN TO OPERATION____ Reference: Maps, Traffic Circulation Plan, and other relevant documents. Time zone used throughout the order Dates: Julian for COP system (movement request dates) 1.     SITUATION Include information affecting movement. 2.     MISSION Include provisions of effective highway regulation, reporting, support of operations, and coordination of movement and maneuver. Identify responsible organizations (who controls routes). 3.     EXECUTION a.     Concept of movements. Briefly state the Highway Regulation concept and coordination of movements and maneuver and battlefield circulation control. b.     Tasks to subordinate units. (1)     Units perform route reconnaissance or get information from TCP pertaining to theater route network. (2)     Units responsible for abiding by all policies and procedures listed in the plan. c.     Coordination of use of MSRs. (1)     Request procedures. (a)     Convoy Request Form or oversize/overweight request form. Put example(s) at appendix. Identify required data (mandatory). Hazardous cargo and oversize/overweight information must be put in remarks. Round trip, use request form with stopover time. (b)     Submit to. Identify locations units will submit convoy movement requests or oversize/overweight. Telephone procedures/telephone numbers, FAX, walk in locations, MCT, system modem numbers, and so on. Hours of operation. (c)     Submit when. How many days before movement peace/war, emergency procedures, and authorization. (d)     Convoy movement priorities. Use numbers 1: highest priority and so on. Coordinate with all clearance activities to use same number system. (e)     Minimum number of vehicles that constitute a convoy. (f)     Infiltration rules (less vehicles than a convoy). Ensure infiltrating vehicles yield to convoys at intersection and do not hinder convoy movement. (g)     Special movement consideration information must be entered in remarks on the request for movement form. (2)     Route utilization information. Discuss MSR listed in TCP. Explain controlled versus MSR (open). (a)     MSR listed on TCP is open route, any unit can use. No clearance required. First come, first serve. Minimum speed on MSR and any restrictions. Direction of travel. (b)     Controlled route. Listed in TCP (same as dispatch route). Convoy request must be submitted and a clearance issued prior to movement. Minimum speed for controlled routes and any restrictions. Direction of travel. (c)     Supervised route. Identify route(s) rules and procedures. (d)     Prohibited route. Identify which route in TCP or not on TCP is prohibited. (e)     Reserved route (identify who can use and duration). (f)     Lightlines. (g)     Hardening of vehicles. 4.     SERVICE SUPPORT a.     Provide logistical support request procedures. Rest, refueling, and so forth. The TCP (text version) identifies convoy halt locations, facilities, and services available to include units responsible for providing service. b.     Maintenance and recovery procedures. Vehicle breakdown procedures. c.     Medical evacuation procedures. d.     Halts. 5.     PROCEDURES. (Note: Should be same information as in system parameter table.) a.     Planning factors (convoy). - Distance between vehicles. - Time gap between march units/serials. - Time gap between convoys. - Oversize/overweight criteria. Procedures to submit request for clearance. - Vehicles per march unit. - March units per serial. - Blackout procedures/light lines. - Hardening of vehicles. - Convoy/hazardous cargo marking/flags. - Delay in meeting SP time procedures. b. Planning factors (route information). Refer to TCP for location and type routes, halt locations and services, traffic control point locations, critical point locations, and restrictions. 6.     ENFORCEMENT. Include command actions that will be taken in the event units do not follow policies and procedures. Stress the requirement that units must have approved march table/movement order prior to using controlled routes. Identify who will monitor and control movements. 7.     COMMAND AND SIGNAL. a.     Command. Identify communications reporting locations and procedures with Highway Regulation and police officials. b.     Signal. Describe reporting requirements, method of communication, and radio frequencies. APPENDIXES: Traffic Circulation Plan (text copy attached and system disk distributed to system users) Convoy Request Form and Oversize/Overweight (same form)